ATA 26

FIRE DETECTION SYSTEMS

 Engines
 Main Wheel well
 APU

LOOPS

 Engine: 2 loops-overheat + fire detection

 APU: 1 loop-no overheat system
 Main Wheel Well: 1 loop

EXTINGUISHERS

 Engines: 2 bottles (one time used)

 APU: 1 bottle

ELECTRICAL POWER

 Fire extinguishers: HOT BATT BUS.

 Overheat fire detection system (engine and APU) : BATT BUS.
 Main Wheel Well: AC TRASFER BUS 1

CARGO COMPARTEMENT FIRE PROTECTION SYSTEM consist

 CC SMOKE DETECTION: DC BUS 1 and 2

 CC FIRE EXTINGUISHING: HOT BATTERY BUS

LAVATORYS: also there is fire protection

OVERHEAT and FIRE Indication are show in FLIGHT DECK in

 OVERHEAT FIRE PROTECTION PANEL

 CARGO FIRE PANEL
 MASTER CAUTION FIRE PANEL

A fire bell give an alert when fire its detected

OVERHEAT CONDITION: when it shows lower temperature of a fire. Indications iluminates

 MASTER CAUTION
 OVHT/DET LIGHT
 ENG 1 OVEHEAT LIGHT

Steps to do: reset master caution, thrust lever back

ENGINE FIRE CONDITION: when it shows higher temperature of an overheat temp. Indications that
iluminates

 Fire Bell
  FIRE WARN
 MASTER CAUTION
 OVHT/DET LIGHT
 Engine fire warning switch
 ENG 1 OVEHEAT LIGHT

Steps to reset: push fire warn, the master caution, pull engine fire warning switch.

Fire Warning Switch

 Arms one squib on each fire extinguisher bottle

 Closes fuel valve
 Closes hydraulic valve
 Deactivate hydraulic LOW PRESSURE light
 Closes bleed air valve
 Trips generator relay and generator breaker
 Disables reverse thrust

Then moving the fire warning switch the bottle opens and BOTTLE DISCHARGED LIGHT illuminates. The
light in the warning switch its gone when fire its gone and the ENGINE OVTH its gone when overheat
conditions are gone.

Los warning switch are usually lock down. They supply a signal that electrically unlock the system. There
is a manually override release button function when automatic fails.

If APU Fire its detected the APU Shutdown automatically. Indications

 Fire bell
 FIRE WARN
 APU fire warning switch illuminates
Steps to reset: push fire warn, the master caution, pull APU fire warning switch.

APU Fire Warning Switch

 Arms squib
 Closes fuel valve
 Closes bleed air valve
 Trips generator relay and generator breaker
 Closes APU air inlet door
Then moving the fire warning switch the bottle opens and APU BOTTLE DISCHARGED
LIGHT illuminates. The light in the warning switch its gone when fire its gone and the
ENGINE OVTH its gone when overheat conditions are gone.

An APU can also be extinguish with the APU GROUND CONTROL PANEL located in the MAIN WHEEL
WELL(also there is a horn there is a button of HORN CUTOUT and also a light). U must

APU FIRE CONTROL handle

 Arms the extinguisher bottle squib

  Closes the APU fuel shutoff valve
 Closes the APU bleed air valve
 Trips generator relay and generator breaker
 Closes the APU inlet door

Main Wheel well. Indications

 Fire bell
 FIRE WARN
 WHEEL WELL fire warning light
Steps to reset: push fire warn

Lavatorys: there is a extinguisher bottle, the tip of the bottle is black whe its full, and gray when its
discharged. There is NO indication of these bottle in the FLIGHT DECK. There is also a temperature
indicator placard, turn black when detected somethings. There is a smoke detector, green when its
operates, red when smoke its detected and also a horn.

CC SMOKE DETENTION

 AFT( loops A and B-3 EACH ONE-6 detectors in total)

 FORWARD(loops A and B- 2 EACH ONE-4 detectors in total)

Both are in the ceiling, CEU sends a signal to the flight deck in the CARGO FIRE PANEL(for test and fire
indications in cargo)

TEST

 MASTER FIRE WARNIN lights

 FIRE BELL
 EXTINGUISHERS LIGHT
 FWD AND AFT LIGHT
 DISCHARGE LIGHT
 DETECTOR FAULT if one fails

CARGO

 MASTER FIRE WARNIN lights

 FIRE BELL
 FWD ORF AFT LIGHT

FIRE EXTINGUISHING SYSTEM: AFT(3 nozzles), FWD(2 nozzles) . Nozzles are located in the CC ceiling.to
extinguish: ARM of the cargo on fire(FWD or AFT), discharge button

FIRE PROTECTION SYSTEM TEST SET UP

BATT switch in ON position. Then illuminates

 MASTER CAUTION
 OVERHEAD
 ANTIICE
  FLT CONT
 ELEC

FAULT / INOP TEST. Indications

 MASTER CAUTION
 OVTH/DET
 FAULT
 APU DET INOP

OVHT/FIRE TEST

 FIRE BELL
 FIRE WARN
 MASTER CAUTION
 OVHT/DET
 FIRE WARNING switches
 ENG 1 OVERHEAT
 ENG 2 OVERHEAT
With AC POWER on busses
 WHEEL WELL FIRE WARNING LIGHT

EXTINGUISHERS TEST

 3 green lights illuminated is cool(1-2)

OVTH/DET switches postions: A,B,NOMAL(BOTH)(NO flight deck indication if 1 loops fails)

FIRE LOOP FAULT LIGHT: illuminates if one loop fails

Apu det inop light: Iluminates when a loop fails, aslo MASTER CAUTION OVTH/ DET LIGHT. NO operate
APU

ATA 27 FLIGHT CONTROLS-PRIMARY

The primary flight controls are:

 Aleron
 Rudder
 Elevator

The secondary flight controls are:

 Spoilers
 Trailing Edge Flaps
 Leading Edge Flaps
 Leading Edge Slats

The spoilers break systems is made of

 Flight Spoilers: can move the aleron with throw control or the can be used to slow the arplane
  Ground Spoilers

Despues del aterrizaje los ground spoilers deploy con los flight spoilers para detener el avion.

Dispositivos de alta sustentacion aumentan el area alar y cambian la forma del ala para para
incrementar la sustentación a baja velocidad. Estos dispositivos incluyen:

 2 Leading Edge Flap Extended: localizados inboard a cada motor.

 4 Leading Edge Slats Extended: localizados outboard de cada motor.
 Inboard and Outboard double slotted Trailing Edge Flaps

La posicion de los flaps de 1 a 15 grados aumentan la sustentación,y hay un pequeño cambio en el

arrastre, flaps mayor a 15 (hasta 40) aumentan la sustentación y el arrastre para permitir una velocidad
menor de approach y un mejor control de la aeronave.

Los primary flight controls se les provee energia mediante:

 System A(hydraulic pressure)

 System B(hydraulic pressure)
 Stand by hydraulic reservoir

Los secondary flight controls se les provee energia mediante

 System B:
o Leading Edge Flaps and slats
o No. 3,5,8,10 flight spoilers
o Yaw Damper
o Trailing Edge flaps
 System A:
o No.2,4,9,11 Flight Spoilers
o Ground Spoilers

Los alerone son la superficie primaria para roll control. Los flight spoilers asisten a los alerones.

Roll commands viene de:

 Control wheels: están conectados entre ambos, y luego están conectados mediantes cables a los
Aileron Power Control Units(PCU)
 Autopilot

Los sistemas hidráulicos le dan energia a los Aileron PCU y Flight Spoiler PCU

Flight Control Panel esta en el Overhead Panel. Los flight control swicthes usualmente estan en posición
ON. Los spoilers switches son para hacer tests

Controles para el Aileron Trim system estan en el AFT of the IDDLE STAND, envían una señal al FEEL AND
CENTERING MECHANISM para dar nuevas posiciones de los alerones y ruedas, deben ser movidos juntos
para que el sistema funcione. Los Aileron Trim Indicator estan arriba de la columna de control.

Cuando el AUTOPILOT esta desengachado envía una señal al FEEL AND CENTERING MECHANISM, el cual
mueve un cable de Aileron PCU
Los 4 flight spoilers ayudan al alerón a roll el avión. Los spoilers son operados hidráulicamente. Los
spoiler se mueve después de 10 grados de control Wheel movement. En la vuelta los spoiler eliminan el
lift con el alerón superior, y se quedan con el alerón inferior.

Condiciones NO NORMALES

 Si uno sufre YAM AILERONS entonces el AILERON TRANSFER MECHANISM permite dar
vuelta/roll al avión. Si el AILERON YAM del capitán esta bloqueado entonces el FIRST OFFICER
puede dar vuelta al avión. Si el de F/O esta bloqueado entonces el del capitán da la vuelta. Si
todo el sistema hidráulico se va entonces el capitán lo puede controlar manual los alerones pero
requiere de fuerza mayor debido a friccion en los cables y air pressure load.

Los elevadores son los controles primarios para controlar el pitch. Los estabilizadores horizontal asisten
al elevador. Se mueve por medio de:

 Control columns: Estan conectados mediante el ELEVATOR TRANSFER MECHANISM. Que

permite el control del elevador si una parte del sistema entra en YAMS, y por cableado que
estan conectados mediante el ELEVATOR PCU, los PCU usan sistema hidráulico(A,B) para mover
los elevadores
 AUTOPILOT
 MACH TRIM SYSTEM

Un engaged AUTOPILOT manda la señal al ELEVATOR FEEL & CENTERING UNIT mediante cables. Esta
señal es para: posición del estabilizador, presión hidráulica y PITOT STATIC inputs en la computadora del
elevador, para decirle al elevador cuanto debe moverse. El ELEVATOR FEEL & CENTERING UNIT da
ARTIFICIAL CONTROL FIELD a los pilotos mediante los CONTROLS COLUMNS

El sistema de MACHTRIM es automatico a velocidades superiores de 0.64 mach. Los ADIRU sensa la
señal, pasa al FLIGHT CONTROL COMPUTER, este se lo manda al MACH TRIM que se lo pasa al ELEVATOR
FEEL &CENTERING UNIT para q ajusten los elevadores.

El pitch cambia si estos comandos le mandan una señal al elevador:

 STABILIZER TRIM: mediante cableado se le manda señal manual del pilot stabilizer trim Wheel al
stabilizer trim
 MAIN ELECTRIC TRIM
 AUTOPILOT TRIM

Los 2 TRIM CONTROL SWITCHES manda señal eléctrica al 2 SPEED MAIN PORTION MOTOR para mover el
estabilizador. Deben ser movidos a la vez.

MAIN ELECTRIC TRIM

 FLAPS EXTENDED- HIGH SPEED

 FLAPS UP-LOW SPEED

AUTOPILOT TRIM: Si se mueve los switches del AUTOPILOT, se le quita el modo automatico

En el CONTROL STAND estan los switches de los comandos de TRIM

STABILIZAER TRIM GREEN BAND RANGE: muestra el adecuado TAKEOFF RANGE. Como advertencia se
tiene un HORN para alertar que no esta en la bandita verde.

SPEED TRIM: Permite ajustar las características de vuelo de forma manual y funciona en estas
condiciones:

 AUTOPILOT is disengaged
 AIRPLANE CONDITIONS
o LOW GROSS WEIGHT
o AFT CENTER OF GRAVITY
o HIGH THRUST

Normalmete este sistema opera durante: LOW SPEED, HIGH THRUST CONDITIONS(TAKE OFF Y GO
AROUND?)

SPEED TRIM Manda una señal al AUTOPILOT para mover el estabilizador. Cuando engaged el AUTOPILOT
o mueve un switch del stabilizador speed trim deja de funcionar.

INDICACIONES NO NORMALES

FEEL DIFF PRESS

 Caundo se enciende la luz de FEEL DIFF PRESS, es porque hay una significante diferencia de
presión entre los sistemas hidráulicos(A Y B). Los flaps se ponen en up, y el sistema operara con
uno solo, y no requiere acción en vuelo por parte de la tripulación. Tambien se enciende si hay
diferencia de presión en los tubos de pitot. Y se encienden además
o MASTER CAUTION
o FLT CONT

SPEED TRIM FAIL LIGHT

 A dual channel failure of the speed trim system. no requiere acción en vuelo por parte de la
tripulación. Y se encienden además: MASTER CAUTION, FLT CONT annuciator .

MACH TRIM FAIL LIGHT

 A dual channel failure of the MACH trim system. no requiere acción en vuelo por parte de la
tripulación. Y se encienden además: MASTER CAUTION, FLT CONT annuciator .

STAB OUT OF TRIM LIGHT

 Puede iluminarse por un momento si el AUTOPILOT requiere un gran TRIM CHANGE o el

STABILIZER NO ESTA EN LA POSICION COMANDADA. Si se ilumina por mucho tiempo es por
MALFUNCTION, requiere agarrar el CONTROL WHEEL, desconectar el AUTOPILOT y TRIM THE
STABILIZER

Si uno mueve el CONTROL COLUMN de manera puesta al TRIM SYSTEM o es movido fuera del
movimiento usual entonces CUTOUT SWICTH corta toda operación en el STABILIZER TRIM. Si el
estabilizador esta fuer de rango hay que poner el switch en OVERRIDE, permite el funcionamiento del
STABILIZAER TRIM.
El RUDDER controla el YAW, el movimiento vertical axis. Esta junto al estabilizador vertical. Con energia
hidráulica uno puede ajustar el RUDDER mediante

 MANUAL INPUTS
o RUDDER PEDALS: mueven cables del RUDDER FEEL AND CENTERING UNIT y MAIN PCU
RUDDER. Uno de los PCU pueden controlar el rudder mediante STAND BY si el Sistema A
Y B FALLAN.
o RUDDER TRIM: puede mover el RUDDER para eliminar fuerzas no deseadas debido al
uso del RUDDER PEDALS. Ponen el CENTERING UNIT en neutral, permite el movimiento
de los pedales y del rudder. Sus controles estan en el AFT ELECTRONIC PANEL. Aparece
una bandita de OFF si la energia al TRIM INDICATOR se pierde.
 AUTOMATIC INPUTS
o YAW DAMPER : Previene DUTCH ROLL, tambien es para RETURN TO COORDINATION y
GUST DAMPING.
o STAND BY YAW DAMPER
 Son controlados por un STALL MANGEMENT YAW DAMPER COMPUTERS

STALL MANGEMENT YAW DAMPER

 LADO IZQ: MAIN PCU, cuanto debe mover el RUDDER

 LADO DERECHO: TRIM COORDINATION, GUST DAMPING, DUTCH ROL PREVENTION

ADIRU: dan datos de velocidad y yaw

YAW DAMPER LIGHT iluminates

 YAW DAMPER disengaged

o Problema momentáneo, RESET SWITCH
 Also MASTER CAUTION Y FLT CONT

Se enciende la luz de LOW OIL PRESS, YAW DAMPER SWITCH ON, pero no la de YAW DAMPER, porque el
Sistema hidraulico B deja de suplir al YAW DAMPER, el STAND BY RUDDER SWITCH, YAW DAMPER LIGHT
se ilumina y el switch se pone en OFF. Si ambos sistemas fallan entonces se ponen en ON STAND BY
SWITCHES LOW OIL PRESS EN OFF, YAW DAMPER SWITCH EN ON y se va la luz de YAW DAMPER

Si un cable falla en vuelo, entonces se usa el RUDDER TRIM, y los pedales no se pueden usar.

ATA 27 FLIGHT CONTROLS-SECONDARY

The secondary flight control add lift or drag and set flight path adjustment

Speedbrake: help roll the airplane, add drag to slow the airplane or increase the rate of descent

Leading edge devices: add lift for slower approach and landing speed.

Trailing edges flaps: add lift for slower approach and landing speed.

Each wing has 4 flight spoilers and 2 ground spoilers. The flight spoilers are operate manually in flight to
slow the airplane or increase the rate of descent. Or automatically to help the ailerons or to roll the
plane.
The ground spoilers operates with the flight spoiler on the ground. The flight spoilers use hydraulic
SYSTEM A and B. The ground spoilers uses hydraulic system A.

Speedbrake Lever: is on the side of the CAPTAIN of the CONTROL STAND. In the DOWN DETENT
POSITION, all flight spoilers and ground spoilers are down. The ARMED POSITION is for automatic
operation. In the FLIGHT DETENT POSITION all flight spoilers extended to the maximum position. In the
UP POSITION all flight and ground spoilers extended to the maximum position. The UP POSITION is used
only on the ground.

SPEEDBRAKE ARMED LIGHT: Is on the captain instrument panel, and it shows that the speedbrake is
ARMED for automatic inputs

SPEEDBRAKE EXTENDED LIGHT: Is on the F/O instrument panel,

lluminates in flight when:

 SPEED BRAKE lever out of ARMED and

 Flaps > 10 or
 Radio altitude < 800 ft

Iluminates on the ground when

 SPEED BRAKE lever DOWN and ground spoilers not stowed.

The spoilers are set to operate automatically at

 LANDING: to operate here these conditions must happen

o SPEEDBRAKES ARMED
o THRUST LEVERS IDLE
o WHEEL SPEED > 60 knots
o A landing gear strut compressed
 Flight spoilers with nose, L or R landing gear strut
 Ground spoilers with right main landing gear strut only

 REJECTED TAKE OFF: all spoilers operate if

o AUTO BRAKE set to RTO
o WHEEL SPEED < 60 knots
o Thrust levers at IDLE
o Reverse thrust levers move to reverse thrust

Spoilers switches at the FLIGHT CONTROL PANEL at for maintenance only

LE Devices and TE flaps are high lift devices that increase wing lift, and decrease stall speed during
takeoff, low speed flight and landing.

LE Devices are LE flaps which have 2 positions UP and FULL EXTENDED and LE slats which have 3
positions UP, EXTENDED, and FULL EXTENDED

TE flaps are double slotted. Extension of LE devices are move in sequence with the TE flaps. LE Devices
and TE flaps use hydraulic system B. The Stand by also is a source of extension for these devices.
FLAP LEVER is on the side F/O CONTROL STAND. When it moves LE and TE CONTROL operates, hydraulic
pressure goes to these devices. FLAP POSITION INDICATOR, shows the position of the flight. They are
FLAP Gates that prevent the flaps position move when it set up (1 and 15) The FLAP POSITION FLACKER
shows the maximum speed for each flap position

FSEU (FLAP-SLAT ELECTRIC UNIT) give the commands to flaps to retracts when

 For flaps 40
o Retracts to 30 if airspeed > 163 kts
 For flaps 30
o Retracts to 25 if airspeed > 176 kts

Flap relief light illuminates when low relief is in operation. Flap position indicator shows retracted
position. Flap extended again when airspeed is

 Below 158 kts for flaps 40

 Below 171 kts for flaps 30

Indications for the LE devices: are on the center instrument panel and the aft overhead panel.

 LE DEVICES annunciator panel shows position of each leading edge flap and slat
 LE FLAPS TRANSIT and EXT lights shows condition of leading edge devices.

Lights extinguish when devices are retracted. Amber lights illuminate when the devices are in transit
or not in the correct position. Green lights illuminates when the devices are in the correct position.

LE FLAPS EXT light illuminates when

 LE flaps are in full extended position and slats are in the extended position or
 LE flaps and slats are in the full extended position

LE DEVICE TEST: all lights illuminates

AUTO SLATS increases wing lift if the airplane approaches a stall during takeoff, or approach to landing.
This system use hydraulic system B. If system B it’s not enough then the Power transfer unit uses system
A for supply also.

 TE flaps set at 1,2,5

o AUTO SLATS commands to move de slats from extended to full extended
 Slats move back to extended when pitch is reduced

Abnormals AUTO SLAT Fail

 AUTO SLAT FAIL LIGHT illuminates, also FLT CONT LIGHT and MASTER CAUTION

System B fails then stand by is the source, ALT FLAPS MASTER SWITCH position armed, stand by
hydraulic pump is ON,TE Flaps bypass closes. In the down position, the hydraulic pressure move the LE
flaps to full extended, while the electric motor extended the slats. To up 15 can take around 2 min.

To retract the switch must be on the UP position. This position its magnetically held.
FSEU

 Monitors the TE FLAPS for a symmetry (if flaps of each wing are not in the same position )and
scew(if the drives of the same panel do no operates with the same rate, and cause the panel to
twist during extension or retraction)? Conditions
 LE DEVICES for an incorrect position. Conditions
o LE FLAPS TRANSIT LIGHT stays illuminated
o Amber Transit light illuminates
o Incorrect green EXT light or FULL EXT light illuminates
o No light illuminates
o No skew detection for
 LE FLAPS
 SLATS 1-8
Slat skew is not monitored during autoslat operation
 LE SLATS 2-7 for a scew condition. SCWE CONDITIONS:
o Trailing edge bypass valve closes
 Needle split shows on flap position indicator.
No protection when ALT FLAPS is used
 Also monitors uncomanded LE
o TE FLAPS OR AUTOSLATS NOT commanded
 2 LE FLAPS move on 1 wing
 2 or more slats move on 1 wing
o LE FLAPS TRANSIT LIGHT illuminates
 FSEU closes the LE control
 LE device held where it is
o IF FLAPS move with no command from lever or flap load relief or FLAPS move in
opposite direction
 FSEU closes flap bypass valve: Flap movement stops
 The only indication is the flap indicator disagrees with the flap lever. ALT SLAPS
used to control TE FLAPS(No asymmetry or skew protection)

ATA 29 HYDRAULICS

737 have 3 hydraulics systems

 SYSTEM A
 SYSTEM B
 STAND BY SYSTEM

Hydraulics systems have reservoir in the MAIN WHEEL WELL. SYSTEM A Y B operan de forma
independiente. HYDRAULIC SERVICE LINE conecta al B con el STAND BY. El sistema bleed air le de
PNEUMACTIC PRESSURE para asegurarse que hay un flujo positivo en los depósitos.

SYSTEM A: dan la presión al sistema

 No. 1 ENGINE DRIVEN PUMP(EDP)

  AC ELECTRIC MOTOR DRIVEN PUMP (EMDP): lo mueve el No. 2 GENERATOR, y el No. 1
GENERATOR al sistema B

STAND BY

 AC ELECTRIC MOTOR DRIVEN PUMP

SYSTEM A: da energia hidráulica a estas unidades

 ALTERNATES BRAKES
 AUTOPILOT A
 GROUND SPOILERS
 NO. 2,4,9,11 FLIGHT SPOILERS
 NO. 1 THRUST REVERSER
 RUDDER
 AILERNS
 ELEVATO AND ELEVATOR FEEL
 LANDING GEAR
 NOSE WHEEL STEERING

SYSTEM B

 YAW DAMPER
 NORMAL BRAKES
 TRAILING EDGE FLAPS
 AUTOPILOT B
 NO. 3,5,8,10 FLIGHT SPOILERS
 NO. 2 THRUST REVERSER
 RUDDER
 AILERNS
 ELEVATO AND ELEVATOR FEEL
 ALTERNATE NOSE WHEEL STEERING
 AUTOSLATS AND LEADING EDGE FLAPS AND SLATS

STAND BY: Si system A y B fallan entonces el alimenta a

 AUTOSLATS AND LEADING EDGE FLAPS AND SLATS

 THRUST REVERSER (1 Y 2)
 RUDDER

PTU(POWER TRANSFER UNIT): alimenta de manera hidraulica a los AUTOSLATS AND LEADING EDGE
FLASP AND SLATS, si el Sistema en B es baja.

PTU VALVE OPEN si(SYSTEM A gives hydraulic pressure to operates this valve)

 SYSTEM B EDP pressure low

 In flight
 Flaps less than 15 but not UP
Si ENGINE 1 falla entonces el LANDING GEAR TRANSFER UNIT supple presion hidraulica del Sistema B
para levantar el LANDING GEAR. Utiliza presión del B

Los EDP suplen mas que los EMP.

LANDING GEAR TRANSFER UNIT OPERATION: When

 No.1 ENGINE N2 less than idle

 LANDING GEAR LEVER UP
 The main gear are not fully UP

Lower Display Unit muestra presion del SYSTEM A Y B, y la cant en porcentaje de fluido(si hay bajo
porcent entonces aparecen RF al lado). No se muestra la presion del STAND BY. Presion normal: 3000 psi

Hydraulic BRAKE Pressure indicaticor: muestra el hydrualic brake pressure

Los controles para el Sistema hidráulico estan el FORWARD OVERHEAD PANEL(SYSTEM A Y B). STANB BY
en el FLIGHT CONTROL PANEL.

Los EDP deben estar en ON y EMDP deben estar en OFF antes de encender cualquier sist eléctrico al
avión. Antes de operar en tierra hay que asegurarse de que haya suficiente combustible. El LOW
PRESSURE LIGHT ITS ON y significa que la presión de afuera es baja. Si se poenen en ON los EMDP
entonces:

 LOW PRESS LIGHT extinguish

 Hydraulic pressure normal
 Brake pressure normal
 Hydraulic quantity indication do not show RF

BEFORE PUCHBACK

 Si el NOSE GEAR STEERING LOCKOUT PIN no esta instalado, las bombas hidruailicas del Sistema
A deben ser apagadas.

EDP OPERATION

 Las luces de LOW PRESSURE se apagan cuando el EDP comienza a funcionar y cuando suple
presión
 Normalmente tan en ON

HYDRAULIC SHUTDOWN

 EMDP se ponen en OFF, y las de EDP se mantienen en ON

FLOW DECREASE IN SYSTEM A(leak)

 Se encienden FLT CONT, MASTER CAUTION

 LOW PRESSURE LIGHT for EDMP y EDP se encienden
 Estos switches se ponen en OFF
 Se enciende el LOW PRESS en el FLIGHT CONTROL PANEL y pone en ON el STAND BY SWITCH
 Se enciende el FEEL DIFF PRESS
To low the landing gear, uno usa el landing gear extensión handle. Para suplir presion hidraulica hay que
ponerlo en ALT en el NOSE WHEEL STEERING. Y con esto se puede usar el STAND BY

FLOW DECREASE IN SYSTEM B(leak)

 Se encienden FLT CONT, MASTER CAUTION

 LOW PRESSURE LIGHT for EDMP y EDP se encienden
 Estos switches se ponen en OFF
 Se enciende el LOW PRESS en el FLIGHT CONTROL PANEL y pone en ON el STAND BY SWITCH
 Se enciende el FEEL DIFF PRESS
**YAW DAMPER NO OPERATES

OVERHEAT LIGHT

 Si la temp del motor es mayor a la de operación

 Se enciende la luz de OVERHEAT, y se ponen en OFF los EMDP, se encienden la luz de LOW
PRESS de ellos, los EDP tan en ON

MANUAL STAND BY

 FLIGHT CONTROL SWITCHES

 ALTERNATE FLAPS SWITCHES

STANDBY RUDDER

 Se pone en ON STAND BY SWITCH

o STAND BY PUMP opera
o LOW PRESSSURE LIGHT se ilumina por un momento
o STAND BY SHUTOFF VALVE abre
o RELATED SHUTOFF VALVE Cierra
o RELATED LOW PRESS LIGHT se apaga

ALT FLAPS SWITCH: turns ON the electrical STAN BY SYSTEM, y esta disponible para extender los flaps y
slats y tambien pa los thrust reverser

STAND BY OPERATION DURING TAKE OFF AND LANDING

Stand by pumps operates and rudder shutoff valve opens

 SYSTEM A OR B LOW PRESS

 FLAPS ARE NOT UP
 AIRBORNE OR WHEEL SPEED > 60 KNOTS

Stand by system operates until flaps are UP

LOW QUANTITY LIGHT

 Fluido hidraulico del Sistema STAND BY es por debajo al de operacion. El rudder, ambos thrust
reverser no pueden operar. Siempre ta ARMED.